Global Data on the Road Safety Problem and the Situation of VRUs in the City of São Paulo/Brazil

3.Global Data on the Road Safety Problem and the Situation of VRUs in the City of São Paulo/Brazil

Initially, the analysis used data from 2009. Nevertheless, to increase the database on cyclist fatalities (and achieve more faithful results), data on fatalities in 2008 were added for cyclists.

Overall, we will be analysing 649 pedestrian fatalities and 124 cyclist fatalities. These numbers are smaller than the official numbers (691 fatalities for pedestrians in 2009 or 130 fatalities for cyclists in 2009/8) because some occurrences were lost in the data recollection process. Nevertheless, they are representative of the situation (noting that pedestrian data were collected for one year and cyclist data were collected for two years). Note that the level of fatality for pedestrians in the City of São Paulo is similar to that observed in all the UK and that the level of fatality to cyclists in the City of São Paulo is half that of the UK, for each year (total deaths in traffic accidents in London was 205 in 2008, motorized and non-motorized, a much better score even considering that the City of São Paulo has 10 million inhabitants).

The fatalities of pedestrians and cyclists by type of area are represented in the maps and tables shown in Figures 9.3.5.2.1a and 9.3.5.2.1b. One can see that there is a small loss of information on accident location for pedestrian and cyclist fatalities. Also, in both cases, there is a concentration of fatalities in the Surroundings and Fringe area types, where there is also a concentration of population. Unfortunately, there is no information on exposure measures for pedestrians and cyclists in each type of area (population is not good as a measure of exposure, at least for pedestrians in the Central Area). The conditioning effect of the (lack of) provision of infra-structure for non-motorized users must also be taken into account when evaluating the patterns of distribution observed, as discussed ahead.

Figure 9.3.5.2.1a – Pedestrian Fatalities by Type of Area in the City of São Paulo in 2009

Figure 9.3.5.2.1b – Cyclist Fatalities by Type of Area in the City of São Paulo 2009&8

The incidence of fatalities in traffic accidents for pedestrians and cyclists by gender and type of area are represented in the maps and tables shown in Figure 9.3.5.2.3a and 9.3.5.2.3c (the corresponding shares are shown in the maps and tables shown in Figures 9.3.5.2.3b and 9.3.5.2.3d).

The combined incidence of fatalities in traffic accidents for pedestrians and cyclists by age group and gender are shown in Tables 7.3.5.2.1a and 7.3.5.2.1b.

The incidence of fatalities in traffic accidents for pedestrians and cyclists by period of day and type of area are represented in the maps and tables shown in Figure 9.3.5.2.4a and 9.3.5.2.4c (the corresponding shares are shown in the maps and tables shown in Figures 9.3.5.2.4b and 9.3.5.2.4d). Periods of the day were defined based on the following criteria:

On the incidence of fatalities to pedestrians in age groups shown in Figures 9.3.5.2.2a and 9.3.5.2.2b, the data clearly show that adults and elderly are the most affected. As typically adults and elderly are around 49,8% and 11,9% of the population, the higher relative incidence in the elderly group is evident. For children, that typically amounts to around 24,0% of the population, the incidence is relevant only in Surrounding Areas and Fringe Areas. This pattern can be naturally traced back to the larger share of residential areas outside the Central Areas (where the incidence on children is small). The presence of Adults is clearly dominant in relative numbers only in high speed roads (Freeways and Highways), signing a predisposition to be in risk as pedestrians in these roads that seems to be absent in other groups. Overall, the incidence in young people is relatively small, despite being relevant yet, and the level of abnormal incidence in elderly and children is surely of special concern.

On the incidence of fatalities to cyclists in age groups shown in Figures 9.3.5.2.2c and 9.3.5.2.2d, the predominance of adults is clear in absolute and relative number but now the presence of children and youngish in decisively important, especially in relative terms as youngish typically represent 14% of the population (around a quarter the share of adults). It is also surely relevant for children (around half the share of adults in population). The absence of incidence in older groups is also clear. Again, the same spatial pattern of presence of problems concentrated in the Surrounding Areas and Fringe Areas occur for children, but now the same pattern is observed for adults and younger people. The absence of incidence in Central Areas could be related to the lack of infra-structure (at least). The same pattern of absence can be found in high speed roads in São Paulo (Freeways and Highways). Again, the lack of infra-structure could be suggested as an explanation. Due to the high congestion level on these roads, their shoulders were usually converted to traffic lanes in the major portion of their extension (in support of this hypothesis, it is notable that the presence of fatalities to cyclists appears on highways outside the City of São Paulo).

The incidence of fatalities to pedestrians and cyclists in gender as shown in Figures 9.3.5.2.3a, 9.3.5.2.3b, 9.3.5.2.3c and 9.3.5.2.1d, are opposite, relative to the normal incidence in fatalities in traffic accidents (where males are predominantly affected as a rule). For pedestrians, the presence of females (even if smaller than that of males) is more significant than usual, mostly in areas where residential activity is predominant (the Surroundings and the Fringe areas). For cyclists, the predominance of males is almost absolute (the presence of females is significant only in Central areas, a weak result given the very small sample of cyclist fatalities in this type of area). Based on the 2007 Origin/Destination Survey, the number of non-motorized trips per day is 3,10 million for males and 4,04 million for females (larger for women) for pedestrians and 0,12 million for male and 0,014 for female for cyclists (ten times greater for men). Part of the explanation is the exposure measure but the riskier behaviour of men also seems to be present as the source of this pattern.

The cross tabulation of fatalities by age and gender shown in Table 7.3.5.2.1a and 7.3.5.2.1b also reveals some specific features. Mainly, note the peak of incidence on female (older) fatalities for pedestrians (reaching 39,38% where the average is 27,31%, as elderly are 50,38% of pedestrian fatalities among women) and for younger cyclists (reaching 12,00% where the average is 5,65%). The presence of different user groups among pedestrians and cyclists (in particular for young cyclists) can explain the variation in the pattern of incidence.

Figure 9.3.5.2.2a – Pedestrian Fatalities in Traffic Accidents by Age Group and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.2b – Share of Pedestrian Fatalities in Traffic Accidents by Age Group and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.2c – Cyclist Fatalities in Traffic Accidents by Age Group and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.2d – Share of Cyclist Fatalities in Traffic Accidents by Age Group and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.3a – Pedestrian Fatalities in Traffic Accidents by Gender and Type of Area for the City of São Paulo in 2009

– Figure 9.3.5.2.3b share of Pedestrian Fatalities in Traffic Accidents by Gender and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.3c – Cyclist Fatalities in Traffic Accidents by Gender and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.3d – Share of Cyclist Fatalities in Traffic Accidents by Gender and Type of Area for the City of São Paulo in 2009&8

Table 7.3.5.2.1a – Crossed Distribution for Pedestrian Fatalities in Traffic Accidents by Age Group and Gender for the City of São Paulo in 2009

On the incidence of fatalities to cyclists in periods of day shown in Figures 9.3.5.2.4c and 9.3.5.2.4d, the small number of observed cases does not permit to distinguish a clear pattern of occurrences but for the Surroundings and Fringe areas. In both, data clearly shows the special incidence in morning, afternoon and night periods (between this periods, the incidence was smaller, signing a different pattern if compared to pedestrian fatalities). This pattern can not be exclusively related to peak periods because it occurs also in weekends. The incidence in late night hours of week-ends is even smaller than that for pedestrians.

For both (pedestrians and cyclists), the incidence by day of the week (not shown) is almost equally distributed (no special pattern was also detected by examining the cross-tabulation of period of day and day of the week). This feature suggests the presence of relevant safety problems in predominantly working periods and leisure periods of the day, for both also.

On the incidence of fatalities to pedestrians by vehicle involved shown in Figures 9.3.5.2.5a and 9.3.5.2.5b, data shows that the automobiles are the vehicle type more frequently involved in pedestrian fatalities, being present in 40,1% of them (47,5% of those with the type of vehicle identified). This feature is not surprising as automobiles typically represent around 75% of the vehicle fleet. Nevertheless, it is noticeable that motorcycles are present in 18,8% of pedestrian fatalities (22,3% of those with the type of vehicle identified), larger than its presence in the vehicle fleet (around 12%). As typical in urban areas, buses are also frequently involved in pedestrian fatalities. Of course, this presence can not be compared to their share in fleet because those buses in regular service usually travel 10 to 100 times more than automobiles (the same applies to motorcycles, in a small degree, because a significant part of its fleet is used for delivery services in Brazil). But the presence in 17,7% of pedestrian fatalities (21,0% of those with the type of vehicle identified) is clearly of special concern. Relatively, the presence of automobiles is greater in Central Areas and Highways and that of motorcycles in the Surroundings and Fringe areas. The presence of trucks is noticeable in Freeways and Highways. Last, but not least, the large proportion of pedestrian fatalities with vehicle evasion from the scene of the accident is very large (27,0% most of them related to the cases where the type of vehicle involved was not identified). This feature is clearly abnormal and seems to sign to some of the wounds of Brazilian society.

On the incidence of fatalities to cyclists by vehicle involved shown in Figures 9.3.5.2.5c and 9.3.5.2.5c, the predominance of automobiles is smaller and the presence of large vehicles is point to be highlighted. Automobiles are present in 28,8% of cyclist fatalities (35,6% of those that involved a second vehicle and had this vehicle identified). For buses, the incidence in cyclist fatalities is 26,6% (32,9% of those that involved a second vehicle and had this vehicle identified). For trucks, the incidence in cyclist fatalities is 17,7% (21,9% of those that involved a second vehicle and had this vehicle identified). Even if accounting for their large vehicle use, these incidence levels are clearly of special concern (a clear sign of conflict between the lack of infra-structure that can accommodate both or that can diverge cyclists from using roads with high presence of large vehicles). The incidence of single vehicle accidents (shocks and falls) is also noticeable, reaching 13,7% of cyclist fatalities. Due to the small number of cases, no variation in the pattern of spatial occurrences seems to be credible.

Figure 9.3.5.2.4a – Pedestrian Fatalities in Traffic Accidents by Period of Day and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.4b – Share of Pedestrian Fatalities in Traffic Accidents by Period of Day and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.4c – Cyclist Fatalities in Traffic Accidents by Period of Day and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.4d – Share of Cyclist Fatalities in Traffic Accidents by Period of Day and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.5a – Pedestrian Fatalities in Traffic Accidents by Vehicle Involved and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.5b – Share of Pedestrian Fatalities in Traffic Accidents by Vehicle Involved and Type of Area for the City of São Paulo in 2009

Figure 9.3.5.2.5c – Cyclist Fatalities in Traffic Accidents by Vehicle Involved and Type of Area for the City of São Paulo in 2009&8

Figure 9.3.5.2.5d – Share of Cyclist Fatalities in Traffic Accidents by Vehicle Involved and Type of Area for the City of São Paulo in 2009&8